Relationship of traffic fatality rates to maximum state speed limits

Objectives: The objective of this study was to examine the safety effects of increases in U.S. state maximum speed limits during the period 1993–2013.

Methods: Poisson regression was used to model state-by-state annual traffic fatality rates per mile of travel as a function of time, the unemployment rate, the percentage of the driving age population that was younger than 25, per capita alcohol consumption, and the maximum posted speed limit on any road in the state. Separate analyses were conducted for all roads, interstates and freeways, and all other roads.

Results: A 5 mph increase in the maximum state speed limit was associated with an 8% increase in fatality rates on interstates and freeways and a 4% increase on other roads. In total, there were an estimated 33,000 more traffic fatalities during the years 1995–2013 than would have been expected if maximum speed limits had not increased. In 2013 alone, there were approximately 1,900 additional deaths—500 on interstates/freeways and 1,400 on other roads.

Conclusions: There is a definite trend of increased fatality risk when speed limits are raised. As roadway sections with higher speed limits have become more ubiquitous, the increase in fatality risk has extended beyond these roadways. The increase in risk has been so great that it has now largely offset the beneficial effects of some other traffic safety strategies. State policy makers should keep this trade-off in mind when considering proposals to raise speed limits.     

Fatal pedestrian crashes on interstates and other freeways in the United States

Introduction: More than 800 pedestrians die annually in crashes on interstates and other freeways in the United States, but few studies have examined their characteristics. Method: Data from the Fatality Analysis Reporting System on pedestrians fatally injured during 2015–2017 were analyzed. Chi-square tests compared characteristics of pedestrians killed on interstates and other freeways with those that died on other roads, and across crash types among freeway deaths. Land use characteristics of locations where pedestrians were killed while crossing freeways in a large state (California) were identified using Google Earth. Results: A larger proportion of pedestrians killed on freeways died on dark and unlit roads (48% vs. 32%), were male (78% vs. 68%), or were ages 20–44 (55% vs. 32%) compared with pedestrians killed on other roads. Crossing (42%) was the most common crash type among pedestrian deaths on freeways, followed by disabled-vehicle-related crashes (18%). Pedestrians who died while crossing more often had blood alcohol concentrations ≥ 0.08 g/dL (40%) than those in disabled-vehicle-related (22%) or other crashes (34%). Deaths in crossing crashes were more likely than other freeway deaths to occur on urban roads (81%), at speed limits ≤50 mph (13%), or between 18:00 and 23:59 (49%), and 58% of crossing crashes analyzed for land use were located between residential and other (e.g., commercial, recreational) uses. Over a third (37%) of deaths in disabled-vehicle-related crashes occurred at speed limits ≥70 mph. Conclusions: A surprising proportion of pedestrian deaths occur on controlled-access roads not designed for walking. Countermeasures for these crashes need to be implemented to see meaningful reductions in pedestrian fatalities overall. Practical applications: Improving roadway and vehicle lighting, requiring reflective warning devices for marking disabled vehicles, constructing pedestrian overpasses and underpasses in areas frequently crossed, and promoting alternative means of traveling between residential and commercial areas could help.     

Consequences of raising the speed limit

Two methods were used to assess the potential impact of increased speed limits on highway fatalities. These were: (a) a method used by National Safety Council (NSC) in estimating the causes of decreased motor vehicles in the 1970s and (b) a method used by the National Research Council, Transportation Research Board (TRB) in reporting on 10 years of experience with the 55 mph speed limit. Applying the NSC method to 1984 fatality data resulted in estimated increases of 200 to 700 deaths per year on rural interstates depending on how much the speed limit was raised. Using the TRB method resulted in estimated increases of 300 to 450 deaths per year if each state returned to pre-1974 speed limits.     

Raising the speed limit from 75 to 80 mph on Utah rural interstates: Effects on vehicle speeds and speed variance

IntroductionIn November 2010 and October 2013, Utah increased speed limits on sections of rural interstates from 75 to 80 mph. Effects on vehicle speeds and speed variance were examined.MethodsSpeeds were measured in May 2010 and May 2014 within the new 80 mph zones, and at a nearby spillover site and at more distant control sites where speed limits remained 75 mph. Log-linear regression models estimated percentage changes in speed variance and mean speeds for passenger vehicles and large trucks associated with the speed limit increase. Logistic regression models estimated effects on the probability of passenger vehicles exceeding 80, 85, or 90 mph and large trucks exceeding 80 mph.ResultsWithin the 80 mph zones and at the spillover location in 2014, mean passenger vehicle speeds were significantly higher (4.1% and 3.5%, respectively), as were the probabilities that passenger vehicles exceeded 80 mph (122.3% and 88.5%, respectively), than would have been expected without the speed limit increase. Probabilities that passenger vehicles exceeded 85 and 90 mph were non-significantly higher than expected within the 80 mph zones. For large trucks, the mean speed and probability of exceeding 80 mph were higher than expected within the 80 mph zones. Only the increase in mean speed was significant. Raising the speed limit was associated with non-significant increases in speed variance.ConclusionsThe study adds to the wealth of evidence that increasing speed limits leads to higher travel speeds and an increased probability of exceeding the new speed limit. Results moreover contradict the claim that increasing speed limits reduces speed variance.Practical applicationsAlthough the estimated increases in mean vehicle speeds may appear modest, prior research suggests such increases would be associated with substantial increases in fatal or injury crashes. This should be considered by lawmakers considering increasing speed limits.     

The safety impact of the 65 mph speed limit: A case study using Alabama accident records

On August 1, 1987, a change in Alabama laws went into effect raising the speed limit on the rural interstates to 65 mph. Two accident data sets (one year before and one year after the law change) were compared to assess the impact of the 65 mph speed limit on severity and frequency of accidents. Although accident severity appeared to remain the same from before to after time periods, the frequency of accidents on the rural interstates increased significantly, by 18.88%. However, the significant increase on the rural interstates was accompanied by a nonsignificant decrease of 456 accidents in the entire state of Alabama. This confounding result made it difficult to isolate the cause of various significant changes, but the overall evidence is not favorable to the recent increases in driving speeds.     

Characteristics of vehicle-animal crashes in which vehicle occupants are killed

During the past 10 years almost 1,500 people have been killed in motor vehicle collisions with animals. Police reports on 147 fatal vehicle-animal crashes during 2000-2002 were obtained from nine states. The goal was to determine common crash types, types of animals involved, and steps that could be taken to reduce the crashes and injuries. Seventy-seven percent of the struck animals were deer, but six other types of animals were involved including small ones such as dogs. Eighty percent of the crashes were single-vehicle events. In most of these cases a motorcycle struck an animal and the rider came off the vehicle, or a passenger vehicle struck an animal and then ran off the road; in a few cases the animal went through the windshield. Multiple-vehicle crashes included vehicles striking deer that went through the windshields of oncoming vehicles, vehicles striking animals and then colliding with other vehicles, and vehicles striking animals that subsequently were struck by other vehicles. Crashes occurred primarily in rural areas, on roads with 55 mph or higher speed limits, during evening or nighttime hours, and in darkness. Greater application of deer-vehicle collision countermeasures known to be effective is needed, but it is noteworthy that a majority of fatalities occurred from subsequent collisions with other vehicles or objects, not from animal contacts. Sixty-five percent of motorcyclists killed were not wearing helmets, and 60% of vehicle occupants killed were unbelted; many of these fatalities would not have occurred with proper protection.     

Reliability of police-reported information for determining crash and injury severity

Posted speed limit and police-reported injury codes are commonly used by researchers to approximate vehicle impact and occupant injury severity. In-depth crash investigations, however, produce more precise measures of crash and injury severity: change in velocity (delta-V) for crash severity and Abbreviated Injury Scale (AIS) scores for injury severity. A comparison of data from police crash reports with that gathered by National Automotive Sampling System (NASS) investigators highlighted the inadequacy of speed limit and police injury codes as proxies for delta-V and AIS injury severity. In general, delta-V increased with speed limit and higher values of AIS were associated with higher police-coded injury severity, but there were a number of anomalies. In particular, 49% of the drivers coded by police as having incapacitating injuries actually had sustained no more than minor injuries. This overstatement of injury severity was less frequent among male (44%) and elderly (37%) drivers than among female (53%) and nonelderly (50%) drivers. Also, 79% of the investigated vehicles that crashed on roads posted at 60 mph (96 km/h) or higher experienced a delta-V less than 25 mph (40 km/h). Safety studies depending on data from only police reports to establish injury or crash severity therefore could produce erroneous results.     

Characteristics of speeders

OBJECTIVE: To determine the characteristics of speeders, defined as drivers of vehicles traveling at least 15 mph above the posted speed limit and relatively faster than surrounding vehicles. METHODS: Vehicle speeds were recorded on 13 roads in Virginia with speed limits ranging from 40 to 55 mph. Speeders were compared with slower drivers, defined as drivers of adjacent vehicles traveling no more than 5 mph above the speed limit. License plates were used to identify vehicle owners; owners were inferred to have been driving if observed gender and estimated age matched those of the registered owner. For these drivers, information on exact driver age and gender, vehicle make and model, and driving record was obtained from the Virginia Department of Motor Vehicles. RESULTS: Five percent of the vehicles observed were traveling at least 15 mph above the limit, and 3% qualified as speeders, as defined in this study. Speeders were younger than drivers in the comparison group, drove newer vehicles, and had more speeding violations and other moving violations on their records. They also had 60% more crashes. DISCUSSION: Speeders are a high-risk group. Their speeding behavior is not likely to be controlled without vigorous, consistent enforcement, including the use of automated technology.     

Occupant Risk,Partner Risk and Fatality Rate in Frontal Crashes: Estimated Effects of Changing Vehicle Fleet Mass in 15 Years

The effect of vehicle fleet mass on car crash fatalities was estimated, using a new mathematical model to isolate vehicle mass from related factors like size, stiffness and inherent protection. The model was based on fatality risk data, impact speed, fleet mass distribution, and collision probabilities. The fleet mass distribution was changed over 15 years to (a) a homogeneous fleet of 1300 kg cars, (b) a bimodal fleet of 600 and 1600 kg cars, and (c) a 300 kg lighter fleet.

Occupant and collision partner fatality risks were estimated for the new fleets. The new fleets were achieved by various strategies, and the average fatality rate was calculated after and during the transition to the new fleet.Occupant fatality risk decreased and partner risk increased as occupants changed to a heavier car. The average fatality rate was 59% higher after the transition to a bimodal fleet mass, and 11 % lower for a homogeneous fleet. A 300 kg lighter fleet had a 8% higher fatality rale, but the strategy influenced the number of fatalities accumulated during the transition. The safest strategy to attain the lighter fleet was to reduce the mass of the heaviest cars first.

It was concluded that vehicle fleet mass significantly affects traffic safety. Downsizing consequences can be compensated for by improving inherent vehicle protection or reducing impact speed. The fatalities during downsizing can be limited by choosing an appropriate strategy.     

Urban street structure and traffic safety

IntroductionThis paper reports the influence of road type and junction density on road traffic fatality rates in U.S. cities.MethodThe Fatality Analysis Reporting System (FARS) files were used to obtain fatality rates for all cities for the years 2005–2010. A stratified random sample of 16 U.S. cities was taken, and cities with high and low road traffic fatality rates were compared on their road layout details (TIGER maps were used). Statistical analysis was done to determine the effect of junction density and road type on road traffic fatality rates.ResultsThe analysis of road network and road traffic crash fatality rates in these randomly selected U.S. cities shows that, (a) higher number of junctions per road length was significantly associated with a lower motor- vehicle crash and pedestrian mortality rates, and, (b) increased number of kilometers of roads of any kind was associated with higher fatality rates, but an additional kilometer of main arterial road was associated with a significantly higher increase in total fatalities. When compared to non-arterial roads, the higher the ratio of highways and main arterial roads, there was an association with higher fatality rates.ConclusionsThese results have important implications for road safety professionals. They suggest that once the road and street structure is put in place, that will influence whether a city has low or high traffic fatality rates. A city with higher proportion of wider roads and large city blocks will tend to have higher traffic fatality rates, and therefore in turn require much more efforts in police enforcement and other road safety measures.Practical applicationsUrban planners need to know that smaller block size with relatively less wide roads will result in lower traffic fatality rates and this needs to be incorporated at the planning stage.     

Fatal crash trends for Australian young drivers 1997-2007: Geographic and socioeconomic differentials

Background

Little has been published on changes in young driver fatality rates over time. This paper examines differences in Australian young driver fatality rates over the last decade, examining important risk factors including place of residence and socioeconomic status (SES).

Methods

Young driver (17-25 years) police-recorded passenger vehicle crashes were extracted from New South Wales State records from 1997-2007. Rurality of residence and SES were classified into three levels based on drivers’ residential postcode: urban, regional, or rural; and high, moderate, or low SES areas. Geographic and SES disparities in trends of fatality rates were examined by the generalized linear model. Chi-square trend test was used to examine the distributions of posted speed limits, drinking driving, fatigue, seatbelt use, vehicle age, night-time driving, and the time from crash to death across rurality and socioeconomic status.

Results

Young driver fatality rate significantly decreased 5% per year (p < 0.05); however, stratified analyses (by rurality and by SES) showed that only the reduction among urban drivers was significant (average 5% decrease per year, p < 0.01). The higher relative risk of fatality for rural versus urban drivers, and for drivers of low versus high SES remained unchanged over the last decade. High posted speed limits, fatigue, drink driving and seatbelt non-use were significantly associated with rural fatalities, whereas high posted speed limit, fatigue, and driving an older vehicle were significantly related to low SES fatality.

Conclusion

The constant geographic and SES disparities in young driver fatality rates highlight safety inequities for those living in rural areas and those of low SES. Better targeted interventions are needed, including attention to behavioral risk factors and vehicle age.     

Evaluation of the effectiveness of traffic calming measures on vehicle speeds and pedestrian injury severity in Ghana

Objectives: Each year, pedestrian injuries constitute over 40% of all road casualty deaths and up to 60% of all urban road casualty deaths in Ghana. This is as a result of the overwhelming dependence on walking as a mode of transport in an environment where there are high vehicular speeds and inadequate pedestrian facilities. The objectives of this research were to establish the (1) impact of traffic calming measures on vehicle speeds and (2) association between traffic calming measures and pedestrian injury severity in built-up areas in Ghana.

Method: Vehicle speeds were unobtrusively measured in 38 selected settlements, including 19 with traffic calming schemes and 19 without. The study design used in this research was a matched case–control. A regression analysis compared case and control casualties using a conditional logistic regression.

Results: Generally, the mean vehicle speeds and the proportion of vehicles exceeding the 50?km/h speed limit were significantly lower in settlements that have traffic calming measures compared to towns without any traffic calming measures. Additionally, the proportion of motorists who exceeded the speed limit was 30% or less in settlements that have traffic calming devices and the proportion who exceeded the speed limit was 60% or more in towns without any traffic calming measures. The odds of pedestrian fatality was significantly higher in settlements that have no traffic calming devices compared to those that have (odds ratio [OR]?=?1.98; 95% confidence interval, 1.09–4.43). The protective effects of a traffic calming scheme that has a speed table was notably higher than those where there were no speed tables.

Conclusion: It was clearly evident that traffic calming devices reduce vehicular speeds and, thus, the incidence and severity of pedestrian injuries in built-up areas in Ghana. However, the fact that they are deployed on arterial roads is increasingly becoming a road safety concern. Given the emerging safety challenges associated with speed calming measures, we recommend that their use be restricted to residential streets but not on arterial roads. Long-term solutions for improving pedestrian safety proposed herein include bypassing settlements along the highways to reduce pedestrians’ exposure to traffic collisions and adopting a modern way of enforcement such as evidence-based laser monitoring in conjunction with a punishment regime that utilizes the demerit points system.     

Forward collision warning system impact

Abstract

Objective: The objective of this research is to use historical crash data to evaluate the potential benefits of both high- and low-speed automatic emergency braking (AEB) with forward collision warning (FCW) systems.

Methods: Crash data from the NHTSA’s NASS–General Estimates System (GES) and Fatality Analysis Reporting System (FARS) databases were categorized to classify crashes by the speed environment, as well as to identify cases where FCW systems would be applicable.

Results: Though only about 19% of reported crashes occur in environments with speeds greater than 45?mph, approximately 32% of all serious or fatal crashes occur in environments with speeds greater than 45?mph. The percentage of crashes where FCW systems would be relevant has remained remarkably constant, varying between about 21 and 26% from 2002 to 2015. In 2-vehicle fatal crashes where one rear-ends the other, the fatality rates are actually higher in the struck vehicle (33%) than the striking vehicle (26%). The disparity is even greater when considering size–class differences, such as when a light truck rear-ends a passenger car (15 vs. 42% fatality rates, respectively).

Conclusions: NHTSA and the Insurance Institute for Highway Safety (IIHS) proposed the Automatic Emergency Braking Initiative in 2015, which is intended to make AEB (also called crash-imminent braking) with FCW systems standard on nearly all new cars by September 2022. Twenty automakers representing 99% of the U.S. auto market voluntarily committed to the initiative. Though the commitment to safety is laudable, the AEB component of the agreement only covers low-speed AEB systems, with the test requirements set to 24?mph or optionally as low as 12?mph. The test requirements for the FCW component of the agreement include 2 tests that begin at 45?mph. Only 21% of relevant serious injury or fatal accidents occur in environments at speeds under 24?mph, whereas about 22% of serious or fatal crashes occur in environments with speeds greater than 45?mph. This means that the AEB with FCW systems as agreed upon will cover only 21% of serious or fatal crashes and will not cover 22% of serious or fatal crashes. Because these systems are protective not only for the occupants of the vehicle where they are installed but also other vehicles on the roads, the data indicate that these systems should be a standard feature on all cars for high-speed as well as low-speed environments for the greatest social benefit.     

Characterization of fatal occupational versus nonoccupational motor vehicle collisions in Kentucky (1998-2000)

Motor vehicle collisions (MVCs) are the leading cause of occupational fatalities in Kentucky as well as in the nation. The characteristics of and contributing factors for occupational versus nonoccupational MVC fatalities in the Commonwealth of Kentucky were examined from 1998 to 2000. Semi trucks were most frequently involved in fatal occupational MVCs, and passenger cars were most frequently involved in nonoccupational MVCs. More than half of the decedent drivers resided outside of Kentucky. The percentage of occupational fatalities occurring on a four-lane highway was double the percentage observed for nonoccupational MVC fatalities. In addition, an increased proportion of occupational MVC deaths occurred on limited access highways compared to nonoccupational fatalities. When human factors contributing to these fatal incidents were examined, the two primary human factors involved in occupational motor vehicle fatalities were driver distraction/inattention and falling asleep, whereas unsafe speed and alcohol were the primary human factors contributing to a nonoccupational fatality. These results suggest that semi drivers traveling on four-lane highways are more at risk for a fatal occupational injury in Kentucky. Therefore, additional epidemiological studies are needed to further examine human factors, the nature of the Kentucky highway system, and trucking controls (e.g., weigh station hours of operation) within the Kentucky transportation industry.     

Nighttime pedestrian fatalities: A comprehensive examination of infrastructure,user, vehicle,and situational factors

Introduction: Pedestrian fatalities in the United States increased 45.5% between 2009 and 2017. More than 85% of those additional pedestrian fatalities occurred at night. Method: We examine Fatality Analysis Reporting System (FARS) data for fatal pedestrian crashes that occurred in the dark between 2002 and 2017. Within-variable and before/after examinations of crashes in terms of infrastructure, user, vehicle, and situational characteristics are performed with one-way analysis of variance (ANOVA) and two-sample t-tests. We model changes in crash characteristic proportions between 2002–2009 and 2010–2017 using linear regressions and test for autocorrelation with Breusch-Godfrey tests. Results: The increase in fatal nighttime pedestrian crashes is most strongly correlated with infrastructure factors: non-intersection unmarked locations (saw 80.8% of additional fatalities); 40–45 mph roads (54.6%); five-lane roads (40.7%); urban (99.7%); and arterials (81.1%). In addition, SUVs were involved in 39.7% of additional fatalities, overrepresenting their share of the fleet. Increased pedestrian alcohol and drug involvement warrant further investigation. The age of pedestrians killed increased more (18.1%) than the national average (3.2%). Conclusions: By identifying factors related to the increase in nighttime pedestrian fatalities, this work constitutes a vital first step in making our streets safer for pedestrians. Practical Applications: More research is needed to understand the efficacy of different solutions, but this paper provides guidance for such future research. Engineering solutions such as road diets or traffic calming may be used to improve identified infrastructure issues by reducing vehicle speeds and road widths. Rethinking vehicle design, especially high front profiles, may improve vehicle issues. However, the problems giving rise to these pedestrian fatalities are likely a result of not only engineering issues but also interrelated social and political factors. Solutions may be correspondingly comprehensive, employing non-linear, systems-based approaches such as Safe Systems.     

The effects of mobile speed camera introduction on road traffic crashes and casualties in a rural county of England

PROBLEM: This study assesses the impact of crash and casualty numbers in correspondence to the introduction of mobile speed cameras in the rural county of Norfolk, England. METHOD: Road traffic accident casualty and crash data were collected for two years before the introduction of cameras and two years subsequently. The casualties and crashes occurring at 29 camera sites were identified and separated from those occurring in the rest of the county. Trends in crashes and casualties, and their severity, were examined graphically and comparisons were made between before and after periods. The regression to the mean effect at individual sites was estimated. RESULTS: After the introduction of cameras, overall crashes declined by 1% and crashes involving fatalities or serious injuries declined by 9% on the roads without cameras. At the camera sites, crashes decreased by 19% and fatal and serious crashes by 44%. The reduction in total crashes was significantly greater than that expected from the effect of regression to the mean in 12 out of 20 sites tested. SUMMARY: The introduction of cameras appears to have resulted in real and measurable reductions in crash risk in this rural county. IMPACT ON INDUSTRY: Our results suggest the deployment of mobile speed cameras is an effective tool for organizations wishing to reduce road traffic casualties in areas where high crash rates have been associated with excessive vehicle speeds.     

Estimates of fatal chest and abdominal injury prevention in side-impact crashes

The analysis reported in this study shows that the current NHTSA estimates of potential fatality reductions from improved side-impact protection in passenger cars are unrealistically high. This study is based on recent statistical estimates of fatality prevention by eliminating ejection and mitigating interior impact, and on an analysis of the limits of crash protection in fatal side-impact accidents. Because many fatalities involve high impact speed and significant deformation of vehicle side structures, about 70% of the near-side occupant fatalities from chest and abdominal injury are unpreventable by practical design changes. This implies that 30% of current fatalities may be prevented. Estimates of fatality prevention were then made as a fraction of the effectiveness of airbags in frontal crashes. Assuming sideinterior changes that may produce 20% of frontal airbag effectiveness, which is 6% effectiveness and is roughly the same level of safety benefit achieved with the energy-absorbing steering system, 140 fatalities per year would be prevented in all types of side-impact crashes. This estimate is a realistic but formidable goal. It is in striking contrast with NHTSA projection of 1,185 fatality reductions with relatively straightforward design changes. Their projection exaggerates potential safety improvements.     

An examination of the increases in pedestrian motor-vehicle crash fatalities during 2009–2016

IntroductionPedestrian fatalities increased 46% in the United States during 2009–2016. This study identified circumstances under which the largest increases in deaths occurred during this period.MethodAnnual counts of U.S. pedestrian fatalities and crash involvements were extracted from the Fatality Analysis Reporting System and General Estimates System. Poisson regression examined if pedestrian fatalities by various roadway, environmental, personal, and vehicle factors changed significantly during 2009–2016. Linear regression examined changes over the study period in pedestrian deaths per 100 crash involvements and in horsepower per 1000 pounds of weight among passenger vehicles involved in fatal single-vehicle pedestrian crashesResultsPedestrian deaths per 100 crash involvements increased 29% from 2010, when they reached their lowest point, to 2015, the most recent year for which crash involvement data were available. The largest increases in pedestrian deaths during 2009–2016 occurred in urban areas (54% increase from 2009 to 2016), on arterials (67% increase), at nonintersections (50% increase), and in dark conditions (56% increase). The rise in the number of SUVs involved in fatal single-vehicle pedestrian crashes (82% increase) was larger than the increases in the number of cars, vans, pickups, or medium/heavy trucks involved in these crashes. The power of passenger vehicles involved in fatal single-vehicle pedestrian crashes increased over the study period, with larger increases in vehicle power among more powerful vehicles.ConclusionsEfforts to turn back the recent increase in pedestrian fatalities should focus on the conditions where the rise has been the greatest.Practical applicationsTransportation agencies can improve urban arterials by investing in proven countermeasures, such as road diets, median crossing islands, pedestrian hybrid beacons, and automated speed enforcement. Better road lighting and vehicle headlights could improve pedestrian visibility at night.     

Surveillance of traffic incident management–related occupational fatalities in Kentucky, 2005–2016

Objective: Traffic incidents occurring on roadways require the coordinated effort of multiple responder and recovery entities, including communications, law enforcement, fire and rescue, emergency medical services, hazardous materials, transportation agencies, and towing and recovery. The objectives of this study were to (1) identify and characterize transportation incident management (TIM)-related occupational fatalities; (2) assess concordance of surveillance data sources in identifying TIM occupations, driver vs. pedestrian status, and occupational fatality incident location; and (3) determine and compare U.S. occupational fatality rates for TIM industries.

Methods: The Kentucky Fatality Assessment and Control Evaluation (FACE) program analyzed 2005–2016 TIM occupational fatality data using multiple data sources: death certificate data, Collision Report Analysis for Safer Highways (CRASH) data, and media reports, among others. Literal text analysis was performed on FACE data, and a multiple linear regression model and SAS proc sgpanel were used to estimate and visualize the U.S. TIM occupational mortality trend lines and confidence bounds.

Results: There were 29 TIM fatalities from 2005 to 2015 in Kentucky; 41% of decedents were in the police protection occupation, and 21% each were in the fire protection and motor vehicle towing industries. Over one half of the TIM decedents were performing work activities as pedestrians when they died. Media reports identified the majority of the occupational fatalities as TIM related (28 of 29 TIM-related deaths); the use of death certificates as the sole surveillance data source only identified 17 of the 29 deaths as TIM related, and the use of CRASH data only identified 4 of the 29 deaths as TIM related. Injury scenario text analysis showed that law enforcement vehicle pursuit, towing and recovery vehicle loading, and disabled vehicle response were particular high-risk activities that led to TIM deaths. Using U.S. data, the motor vehicle towing industry had a significantly higher risk for occupational mortality compared to the fire protection and police protection industries.

Conclusions: Multiple data sources are needed to comprehensively identify TIM fatalities and to examine the circumstances surrounding TIM fatalities, because no one data source in itself was adequate and undercounted the total number of TIM fatalities. The motor vehicle towing industry, in particular, is at elevated risk for occupational mortality, and targeted mandatory TIM training for the motor vehicle towing industry should be considered. In addition, enhanced law enforcement roadside safety training during vehicle pursuit and apprehension of suspects is recommended.